Polestar 2 vs Volvo EX30

What's the difference?

This latest update for the Polestar 2 is lovely, but driving the original is a reminder of how solid this car has always been if you overlook the inherent impracticalities of being an EV on a combustion-engine platform.

The fact you still get steady flow of over-the-air software updates bringing new features, plus you can now upgrade to the new Qualcomm processor chip, saving some coin and getting a second-hand model that’s a couple of years old isn’t a bad option at all.

Note: CarsGuide attended this event as a guest of the manufacturer, with meals provided.

There’s a lot to like about the Volvo EX30 Cross Country. It’s an impressive AWD EV. Nice to drive, comfortable and offering the extra driver confidence an AWD system brings.

It also looks good, has a decent stack of features onboard and has plenty of appeal for owners, especially in terms of servicing costs.

As an EV tourer, it has a reasonable driving range and offers enough in terms of AWD flexibility to appeal to those people who may like the idea of an all-electric adventure machine.

But it is small, has a limited scope of off-road capability and pricing is ranging upward for what it offers.

I’ve always been a fan of the Polestar 2’s exterior design and unlike many new cars it has aged like fine wine over the years. You need to remember the Polestar 2 dates back to 2016 when it was first revealed as a Volvo concept.

It still has clean lines, iconic lightning signatures, plus a tough stance that evokes just a touch of muscle car.

While it has taken me a while to come around to the new blanked-out grille insert, it suits the character of this car given it’s an EV. It also aligns with the wider Polestar design language.

For 2026 there haven’t been any major changes to the exterior. There’s a new sandy-like ‘Dune’ exterior paint colour replacing the silver ‘Jupiter’, plus a new 20-inch forged alloy wheel design for the Long range Dual motor Performance.

Inside, the Polestar 2 looks fundamentally the same as it did when it first launched, in the best and worst ways.

I appreciate how traditional car-like the layouts of the steering wheel, digital instrument cluster and touchscreen multimedia system are. Sure it doesn’t scream ultra high-tech anymore like some of its rivals, but there’s still an understated premium feel to it.

The same can be said for the rest of the Polestar 2’s interior. Everything feels purposeful in a minimalist way which helps make for a clean design.

Speaking of purposefulness, the optional Bowers and Wilkins sound system features a prominent tweeter on top of the dashboard. It looks stunning and is functional, helping to create an incredibly punchy and full sound stage in the cabin.

One of the few finishes I dislike in the interior is the glossy piano black on the steering wheel buttons. You interact with these frequently and it doesn’t take long for fingerprints to present themselves.

There’s now a new synthetic leather upholstery finish for those who opt for the $4700 Plus package. It’s quilted which helps emulate a premium puffer jacket-like look.

Although it’s expensive, the $4400 ‘Bridge of Weir’ Nappa leather upholstery is beautiful and required if you want ventilated front seats. You can only get black and white finishes, which is fine, but bringing back a tan or caramel option would be delicious.

This Cross Country is 4233mm long (with a 2650mm wheelbase) 1850mm wide, and 1567mm high. It has a listed kerb weight of 1910kg.

It’s a slick-looking compact SUV with more than its fair share of hints at its off-road aspirations including raised suspension so it perches higher off the deck than its regular EX30 stablemates (190mm of ground clearance). It has dark coloured front and rear body panelling, dark wheel-arch extensions (built to cop any loose gravel or dirt while all-wheel driving on well-maintained bush tracks), and if you get on the ground to check, front and rear skid-plates.

Quirky touches include an impression on the front bumper section of a topographical map depicting the highest mountain range in Sweden (as well as the apparent co-ordinates to that location), and interesting doodles under the lid of the front boot (what I like to call the 'froot' whereas as you might call it the frunk for front trunk).

Overall, the Cross Country has a spartan-style cabin. No, I don’t mean there are swords and shields and oiled-up blokes in loin cloths here – just that there’s a clear, basic layout that leans more towards functional than flashy.

It also has a fixed-in-place panoramic glass roof that has no sliding cover built into the ceiling and I’m not a big fan of having my noggin exposed all of the time.

This has always been the downfall of Polestar 2 and it remains true.

While it’s pretty and has a cockpit-like design, the cabin can feel compromised in terms of space and storage. This is primarily due to the centre console which angles upwards sharply, aggressively segmenting the driver and front passenger space.

The only storage spots on the centre console include a shallow shelf under the centre console, a wireless phone charger and another uncovered storage nook under the touchscreen.

It doesn’t help that the cupholder situation doesn’t allow for a proper centre armrest. You either have no cupholders and an armrest, one cupholder and your arm barely reaches the armrest, or two cupholders and the centre armrest flops into the backseat space. It’s not ideal.

Gripes aside, there are still positives to the Polestar 2’s front row. The seats are comfortable on longer drives and allow for a large degree of electric adjustment.

Ahead of the driver the steering wheel thankfully has physical buttons, allowing for easy use on the move. I also love how satisfying the indicator stalk thwack is. It’s the little things that count.

The digital instrument cluster has a minimalist look and can be customised with a few layouts. I particularly like the Google Maps layout which shows your navigation when using the in-built app.

Moving across, the Google Built-in software for the multimedia system is still up there as one of the most usable out there currently. It’s easy to navigate, plus if you get lost there’s a convenient home button at the bottom of the screen.

Both screens are now driven by a more powerful Qualcomm processor chip which allows for better responsiveness, smoother performance and higher download speeds for in-car apps.

Although we didn’t get a huge opportunity to stress test this new chip, it’s definitely an improvement on the old one. You can technically upgrade your old Polestar 2’s chip through a Polestar service centre, though it conveniently doesn’t list how much this costs.

While physical switchgear is limited, there’s still enough to get by. Over the years I’ve grown accustomed to using the touchscreen to change the climate control, though some physical dials and buttons would be nice.

Apple CarPlay and Android Auto are available in wired form only, which is surprising as wireless smartphone mirroring is now commonplace. It does mean however that your phone will charge up reliably.

Moving to the second row, it’s arguably where the Polestar 2 is at its worst. At a leggy 182cm I do fit behind my driving position but headroom is tight.

It doesn’t help that there’s a huge transmission tunnel which technically isn’t needed given this car is fully electric. That’s a downside of using a combustion-engine platform.

Second-row amenities include air vents, two USB-C ports, as well as a fold-down armrest with cupholders. Heated outboard seats are optional.

At the back the button to pop the boot is down where the number plate is. It’s not overtly obvious unless you know where to look.

As standard the tailgate is manually operated and you need to get the $4700 Plus pack in order to get it electrically operated. It also gets a hands-free function which is handy if you’ve got your hands full with bags.

Boot space is 407L with the rear seats upright, expanding to 1097L with them folded. This includes a 43L underfloor section which is large enough for some cables. The boot size is fairly standard for a vehicle of this size and type.

There’s also a 41L front boot which can be used for further cable storage or other various storage needs.

Inside, the driver misses out on a digital instrument display but the centrally-located, vertically-mounted 12.3-inch touchscreen multimedia system offers wireless Apple CarPlay and Android Auto as well as pretty much every control and gauge you could wish for and, as driver, you quickly get used to checking that screen for your current speed etc.

It also offers a way to open the glove box (that sits below the screen) and quick ways to switch off driver-assist aids, such as 'Lane Departure Warning' and the 'Driver Alert System', which could otherwise be a bit annoying. Unfortunately, you have to switch off those systems every time you get back in the car.

The screen is where you’re also able to cycle through drive modes, vehicle settings and the like. The front seats are power-adjustable set-ups and they are heated but not ventilated. There is plenty of durable plastic inside the cabin as well as a denim-like 'tailored wool blend' seat upholstery and soft-touch surfaces.

In terms of space, well, as befitting a compact SUV, there’s not a lot of it for gear or people. The aforementioned glove box is small, there’s no centre console (only sliding cupholders above, and a narrow receptacle below with a wireless charging pad) plus the door pockets are thin and shallow.

And second-row passengers don’t fare too well, either. It’s squeezy back there – even for a Hobbit-sized bloke like me – and there are few amenities.

No fold-down armrest with cupholders, no directional air vents and that panoramic glass roof doesn’t have a sliding cover so those in the front and back cop the full brunt of the summer sun. I can vouch for the ouch too because I had this Cross Country during record-high summer temps in NSW and my gigantic forehead (due to a hairline that keeps creeping rearward) suffered a roasting. That’s about the only circumstance – no sunroof cover and extreme heat – in which it’s okay for someone to wear a hat while driving.

In terms of storage, with both rows in use, there’s a listed 318L of volume in the rear cargo area and 1000L when the second row is stowed away. The rear cargo area has a light and bag hooks and there’s a charging cable and tyre-repair kit in the shallow underfloor storage space.

It’s well worth noting that this vehicle, despite being marketed as an all-wheel drive vehicle with adventure potential, doesn’t have any spare tyre onboard.

At the front of the Cross Country, there is seven litres of cargo volume in what I call the 'Froot' (front boot) rather than the 'Frunk' (front trunk).

The Volvo EX30 Cross Country is top-of-the-range in the three-variant EX30 range and it has a manufacturer suggested list price of $69,990. It’s the best variant in the range if you’re keen to travel beyond the bitumen. For reference, at time of writing, the 2026 Volvo EX30 Single motor Extended range Plus is $59,990, before on-road costs, and the Extended Range Ultra is $66,290, excluding on-roads.

Standard features include a 12.3-inch touchscreen multimedia system (with wireless Apple CarPlay and Android Auto, and over-the-air software updates), wireless charging, AWD, three driving modes, a Harman Kardon stereo with front sound-bar, a 360-degree camera view, semi-autonomous parking assist and 19-inch alloy wheels.

It also has LED headlights and tail-lights, a digital key (Bluetooth phone unlocking), heated steering wheel, power tailgate and a fixed panoramic glass roof (but no sliding cover).

In terms of off-road-specific features it has a 'Performance' drive mode (which optimises all-wheel drive), 'Hill Descent Control' and front and rear skid plates.

Exterior paint options include 'Cloud Blue', 'Crystal White', 'Onyx Black', 'Vapour Grey' and 'Sand Dune'.

For reference, vehicles that you might consider rivals in the same realm as the Cross Country – such as the Kia EV3 (about $63,950 MSRP for a top-spec GT-Line), Zeekr X (about $64,900 MSRP for the top-of-the-range all-wheel drive variant), and Skoda Enyaq (about $65,990 MSRP for the 85 Sportline) – are a few grand cheaper while packing as much, if not more, features onboard and managing to look and feel more premium than the Volvo. The Cross Country's price is creeping up for a vehicle that is quite spartan inside. More about that soon.

No changes have been made to the Polestar 2’s electric motor set-up for 2026.

Both the single-motor versions have been rear-wheel drive now for a few years and produce either 200kW or 220kW, depending on the battery pack.

The Long range Dual motor adds a front-mounted electric motor bringing total system outputs to 310kW and 740Nm. It’s capable of doing the 0-100km/h sprint in 4.5 seconds.

The $8980 Performance pack (available only on the Long range Dual motor) bumps the total system power output to 350kW. It also reduces the 0-100km/h sprint to 4.2 seconds.

The EX30 Cross Country has a twin-motor electric set-up, producing a combined 315kW and 543Nm. It has a single-speed transmission and a 69kWh battery.

Drive modes include 'Standard', 'Performance' (taps into all-wheel drive and is the preferred mode for light off-roading) and 'Range' (defaults to rear-wheel drive to get most out of battery).

It does not have any off-road driving modes (like Sand, Mud or Snow) but it does have 'Hill Descent Control'.

Claimed 0-100km/h time is just 3.7 seconds.

Although we didn’t get to drive it at this media launch, the entry-level Polestar 2 Standard range Single motor has arguably received the biggest refresh of the line-up with this MY26 update.

It now has a slightly larger 70kWh lithium-ion battery pack sourced from CATL, replacing the LG Chem-sourced 69kWh lithium-ion battery. As a result there’s 554km of WLTP-claimed range with up to 554km (up from 546km).

Long range versions still have a CATL-sourced 82kWh lithium-ion battery with between 568km and 659km of WLTP-claimed range, depending on the variant. This is good but Tesla has moved the game forward with its Model 3 Long Range RWD which offers up to 750km of range.

We didn’t get a chance to fully test out energy consumption during this media event, but Polestar claims between 14.8kWh/100km and 17.2kWh/100km, depending on the variant. This is much better than when the Polestar 2 first launched.

While the maximum AC charging rate remains at 11kW across the line-up, the Standard range versions can now DC fast-charge at rates up to 180kW (up from 135kW). This means a 10 to 80 per cent charge can now take as little as 26 minutes.

Maximum DC fast-charging for Long range versions is still up to 205kW, allowing a 10 to 80 per cent charge in 28 minutes. Lots of newer rivals offer faster charging now.

Official combined cycle (urban/extra-urban) energy consumption is listed as 19.1kWh/100km. On this test, I recorded 18.4kWh/100km, which is impressive, especially considering I took this Volvo on some tracks that pushed the limit of its capabilities.

For reference, the 2026 Subaru Solterra AWD Touring has claimed energy use of 16.0kWh/100km, but I've yet to test it to gauge its real-world energy consumption, under pressure in tough (for an AWD) conditions.

The EX30 Cross Country has a 69kWh battery and according to Volvo can be charged from 10 to 80 per cent in as little as 30 minutes on a fast 175kW DC charger.

It took me about 18 hours to get it from 20 to 80 per cent on a household socket (16 amp/3.6kW).

It has a listed driving range of 417km (WLTP) on a full charge. Official driving range is “up to 417km (WLTP)”.

While outright practicality isn’t the Polestar 2’s strong suit, once you get on the road this melts away almost instantly.

This EV is and has always been a driver’s car that’s engaging and rewarding to steer. It’s a shame that many people’s first experience with it was likely in the second row as a rideshare with a driver that has a bad case of taxi foot.

Surprisingly, during the media launch drive program we had the opportunity to sample the original MY22 Long range Single motor and compare it back-to-back to the MY26 models. It’s rare this kind of thing happen.

This is notable because single-motor versions made the switch from front- to rear-wheel drive back in 2024.

While the MY22 example feels like a bulldog yet still capable of carving up corners, it holds up well if you ignore the odd cabin rattle and creak. You can also feel a marked difference with how the rear guides the latest MY26 Long range Single motor instead of the front when pushed.

This isn’t apparent in calmer, everyday driving situations. If you’re not a car person you likely wouldn’t be able to tell the difference.

The rear-mounted electric motor produces an adequate amount of oomph, allowing you to get up to speed with ease. Like all EVs you get snappy acceleration from a standstill, which is thrilling.

This is dialled up to 11 in the Long range Dual motor Performance. Although the Model 3 Performance is technically faster, it still feels like this Polestar 2 is quick enough.

In the fully loaded all-wheel drive trim you’re able to carve corners enthusiastically. It’s incredibly confidence-inspiring to chuck into corners as there’s grip for days and a bucketload of power to back it up.

Although the regenerative braking system is pretty powerful already, the Performance pack adds chunky Brembo physical brakes for added peace of mind. Perhaps Tesla could take note of this?

The aforementioned Performance pack also adds manually adjustable Öhlins dampers with a ‘Polestar Engineered’ performance chassis. It’s an incredible package with a dialled-in feel, though if you want to adjust the dampers you need to jack up the car.

If you’re not keen on outright performance, the regular Polestar 2’s suspension set-up still holds its own but has an added level of all-around comfort. It’s an improvement from the original which was a little too firm.

Across the line-up the steering is direct and makes this car feel nimble regardless of where or how you’re driving. You’re able to select from different steering feels which increase or decrease the resistance.

Given EVs have no engine noise, they can sometimes have more noticeable road and wind noise out on the open road. Thankfully the Polestar 2’s cabin is quiet enough, that is unless you’re driving on coarse-chip roads.

This compact, all electric SUV has a ton of power and torque from the get-go. It’s impressive on almost all surfaces and it really is fast.

It has listed kerb weight of 1910kg and a turning circle of 11m, and this is a highly manoeuvrable vehicle.

The driving position is at best low and sporty, and there’s adequate visibility, even though it is pinched in places, especially looking back towards the rear of the vehicle.

This is a smooth and refined compact SUV that's nice to drive on- and off-road.

The Cross Country punches well above its weight in terms of power and torque and throttle response is great. It even errs on the side of too energetic, but steering is precise, the transmission is slick and the brakes have plenty of bite.

You’re able to change driving characteristics on the main screen by cycling through the drive modes (Standard, Range and Performance). Performance is a key mode when you hit the dirt because that fully engages and optimises the all-wheel drive system to give you that sure-footedness on looser surfaces.

Range is aimed at optimising the vehicle’s energy efficiency and Standard is not too bad for general day-to-day driving conditions.

When you do get off road, it handles minor corrugations well. It also deals with deeper, more severe potholes reasonably well. It’s pleasantly surprising that it stays so settled and composed while you're going through some lumpy and bumpy stuff.

The Cross Country is not an off-road animal as such, it can handle things when the road surface becomes more traction-compromised than you may normally face. But with limited ground clearance (even if it’s 19mm higher off the ground than the regular EX30 for a total of 190mm) the Cross Country is not a rock-crawling beast.

It doesn't have any off-road driving modes, however it does have hill descent control. But that's really for mild inclines and downhills where it has to hold a safer speed than it may otherwise achieve.

In terms of dimensions, it's not that well set up for off-roading. You don't want to take this anywhere near four-wheel drive only terrain. But having said that, it is more than capable of handling light to moderate off-road conditions – mild corrugations, some deeper potholes here and there, loose gravel, loose stones, those sorts of things.

In fact, there's no reason why you can't drive this vehicle on well-maintained tracks in dry conditions to your favourite campsite in a national park, even if it's a bit slippery.

The suspension set-up – Macpherson strut front, multi-link rear – is well suited to on-road driving. And while the Cross Country tends to feel a bit firm in places, it remains composed and settled when things become lumpier and bumpier, say, for instance on dirt tracks and gravel roads.

Its raised suspension (compared to the regular EX30) is on the firm side of things and it become a little jittery when the road becomes more corrugated and less well-maintained. But otherwise it is mostly well settled, well composed and ride and handling is nicely controlled.

This Volvo’s towing capacity is 1600kg.

Its all-season tyres – Goodyear EfficientGrip Performance SUV (235/50R19) – are on 19 inch rims and that’s not a package well suited to off-roading of any kind, really. There’s always the option of swapping them for some all terrain tyres on an 18-inch rim and that combination would instantly make this Cross Country even better for mild to moderate off-roading.

The Volvo EX30 Cross Country has the maximum five-star ANCAP rating from testing in 2024.

It scored 35.27 out of 40 (88%) for Adult Occupant Protection, 42.03 out of 49 (85%) for Child Occupant Protection, 50.36 out of 63 (79%) for Vulnerable Road User Protection, and 14.48 out of 18 (80%) for Safety Assist (includes AEB, driver monitoring and lane support system).

As standard, it has seven airbags and a comprehensive suite of driver-assist tech including AEB (with pedestrian, vehicle, large animal and cyclist detection), 'Lane Departure Warning' (intrusive in operation, but easy to switch off), a 'Driver Alert System' (also over-reactive but easy to switch off), adaptive cruise control, hill descent control, a 360 degree camera view (with a 3D view) and a tyre pressure monitoring system.

As mentioned, it’s missing any real off-road driving modes but then again, the Cross Country isn’t built to tackle anything too rough and tumble.

There is a ISOFIX child seat attachment on each outer seat in the second row and top-tether anchor points on all second-row seatbacks.

The Polestar 2 is covered by a five-year, unlimited-kilometre warranty, whereas the high-voltage battery is covered by an eight-year, 160,000km warranty.

While this battery warranty length is standard, a five-year warranty is getting a little short now in the grand scheme of things as many brands are moving to seven-year warranties.

Owners also get five years' of roadside assistance which can be accessed by pressing the ‘Connect’ button on the overhead console. It’s available 24/7 and includes car recovery and alternative transport, if required.

Logbook servicing is required every 24 months or 30,000km, which is standard for EVs. At the time of writing Polestar Australia was finalising service pricing for the MY26 2 and we'll update this review as soon as we receive the details.

There are a total of 23 Polestar service centres around Australia, a number of them shared with Volvo.

The Volvo EX30 Cross Country is covered by a five-year/unlimited km warranty (with roadside assistance included) and an eight-year/160,000km warranty applies to the battery set-up.

A five-year/150,000km servicing plan applies and is free – and that is well worth noting here. While free/complimentary servicing is not unheard of in the EV space – it's offered with Audi e-tron, Polestar 4 (Long Range AWD), Genesis (GV70), BYD (Sealion 7) and more – the fact Volvo offers it on a variant that may spend at least some time on unsealed roads is commendable.

Servicing appointments are set for every 24 months/30,000km, whichever occurs soonest.

Volvo Group Australia has more than 40 dealerships as well as numerous Volvo-approved workshops across the country.